Engine-crank rotator



B.1L. MADDEN AND L. R. EVANS. ENGINE CRANK ROTATOR.

APPLICATION FILED MAR- 1, 199.

Patented Nov. 30, 1920..

2 SHEETS-SHEET 1- N VENTORS a %me1v5 y B. L. MADDEN AND L. R. EVANS.

ENGINE CRANK ROTATOR.

APPLICATION FILED MAR I. I9l9.

Patented Nov. 30, 1920.

2 SHEETS-SHEET 2.

UNITED STATES PATENT QFHCE...

BERT Ii. MADDEN AND LEIGH R.

CYCLEMQ'IOR CORPORATION, NEW YORK.

ENGINE-CRANK ROTATOR.

Application filed March 1, 1919.

To all whom it may concern.

Be it known that we, BERT L. MADDEN and inner: R. Evans, both citizens of the United States, and both residents of the city of Rochester, in the county of Monroe and State of New York, have invented new and useful Engine-Crank Rotators, of which the following is a specification.

Our invention relates to engines, particularly those types of internal combustion engines which require a preliminary rotation to be given their crank shafts in order to cause the en ine to function, and specifically to means for causing a preliminary rotation of the crank shafts of such types.

The principal object of our invention is the production of an engine crank shaft rotator which is suitable and appropriate for use in connection with an engine which is mounted upon a support which is likely to and generally does slightly change its relation to other parts supposedly quite rigidly connected with the support, as, for instance, the support for the engine in an aeroplane.

Other objects and advantages will appear in the following specification and the novel features of the device will. be particularly pointed out in the appended claims.

The invention consists in the novel construction and arrangement of parts hereinafter described, delineated in the accom panying drawings, and particularly pointed out in that portion of this instrument where in patentable novelty is claimed forcertain distinctive and peculiar features of the device, it being understood that, within the scope of what hereinafter thus is claimed, divers changes in the form, proportions, size and minor details of the structure may be made, without departing from the spirit or sacrificing any of the details of the invention.

In describing the invention in detail, ref

erence is had to the accompanying drawings,

wherein we have illustrated a preferred physical embodiment of our invention and wherein like characters of reference designate corresponding parts throughout the several views, and in which- Figure 1 is a sectional elevational view on the line A-B of Fig. 2; F ig. 2, is a sectional elevational view on the line C-D of Fig.1; Fig. 3, is an elevational view of a supporting means; Fig. i, is a bottom plan view of the device illustrated by Fig. 3; Fig. 5, is a frag- Specification of Letters Patent.

Patented Nov. 30, 1920.

Serial No. 280,064.

mentary bottom plan view of a crank arm end; Fig. 6, another fragmentary elevational view of the crank illustrated by Fig. 5.

An engine frame is conventionally shown at the right hand end of Fig. 1, designated by 1. The crank shaft of the engine is designated by 2. The crank shaft is formed with the usual toothed clutch end 3 for engagement with a corresponding toothed clutch member 10 on the engine crank shaft rotator.

The engine crank shaft rotator body, proper, consists generally of a frame composed of the parts 1 and 5. The part 4c is fastened directly to the engine frame in any suitable and appropriate manner, as by bolts 6 and 7. The part 5 is fastened to the part 1 in any suitable and appropriate manner, as by bolts 8 and 9.

The body of the rotator incloses and supports the main operating parts for rotating the clutch member 10. These main parts being the propeller shaft 11, the Worm wheel 12, the worm 13 and the worm driving shaft 141.

The worm driving shaft 1 1 detachable hand by K.

In order to give the extension 15 of the worm driving shaft the desired rigidity and support, it is assisted by the yielding supporting member designated generally by S and shown in Figs. 3 and 4:- These figures also show, conventionally the ultimate supports of the yielding supporting member, these supports being illustrated as pipes designated 16 and 17, and may be assumed to be parts of an aeroplane.

A detachable hand crank, designated generally by K is utilized to rotate the worm driving shaft extension 15. This hand crank is rotated by a crank designated generally has a bore 18, best shown in Fig. 5, adapted toreceive the end of the extension of the worm driving shaft 15. When the end of the hand crank is slipped over the end of the extension of the worm driving shaft 15, the pin 19 enters the groove 20, best shown in Fig. 6, and the spring latch 21, best shown in Fig. 5, snaps down over the pin 19 and prevents the hand crank from slipping off the end of the worm driving shaft extension.

A rotation of hand crank K causes a rotation of the extension 15 of the worm driving shaft and this in turn causes a rotation of worm driving shaft 14 and worm 13. Worm 13 engages the teeth, as 22, of worm wheel 1.2 and so cause rotation of the same.

Worm wheel 12 is formed with flanges 23, 24, 25 and 26, best seen in Fig. 1. These flanges form what may be'termed an external bearing, that is their outer faces bear upon the inner faces of the bearing surfaces formed in the body 5. The object of this construction is to avoid using propeller shaft 11 asa support for worm wheel 12. Worm wheel 12 is also formed with the hub 27, which being positioned between the ends of extensions 28, 29, .30 and 3.1 of the body 5, prevents sidewise movement of worm wheel 12 The bore of the hub of the worm wheel 12, see Fig. 2, is formed of splines and grooves and that portion of propeller shaft 11 which isadjacent the worm wheel is also correspondingly formed of. grooves and splines reversely matching those of the worm wheel 12. Thesplines of the worm positioned so that it will not contact with clutch member 3. -This object is attained by affixing a head 3% to the end of the propeller shaft 11 and inserting a normally ,slightly compressed spring between the head 34. and a washer '36 which bears against the flanges 24-. and 25, of the worm wheel 12. This serves to hold propeller shaft 11 and clutch member 10, normally to their limit of movement toward the left as viewed in Fig.

1. This limit being determined by the fact that propeller shaft 11 is too large to enter fully into worm wheel 12.

When it is desired to transmit the motion .of hand crank K,;Fig. 2, to the crank shaft 2,.Fig. 1, slight pressure toward the right, as, viewed 1n 1g. 1 1s exerted upon head 34:. This causes engagement of clutch members 3 and 10. This action is possible because due to the spline and groove connection between worm wheel'12 and propeller shaft 11, a relative longitudinal motion is possible between them.

If clutch members 3 and 10 are engaged and hand crank 1C rotated then the crank shaft 2 oflthe engine is rotated which is the object desired.

7 As is well known to those versed in the lnternal combustion englne art, an engine often back fires that 1s, is caused by combustionto rotate in a direction contrary to its normal rotatlon. Such an event when clutch members 10 and 3 a re in engagement would with applicants device prove disastrous because worm 13 cannot be rotated by worm wheel 12, but if the engine backfired, worm 13 would have to rotate or something break.

To provide for the above mentioned difficulty applicants have utilized a pin connection between propeller shaft 11' and clutch member If and further have made the pin of such size that it will surely break when the engine backlires before undue strain is placed upon worm wheel 12 and worm 13. that is it might be called a frangible pin.

The pin connecting member 10 with propeller shaft 11 is designated 37. As this pin is likely to be broken provision made for the reception of another pin in the hole 38. In order to facilitate the insertion of this pin a collar 39 is fastened to driving shaft 11. ly pin a0 and the collar is so positioned on driving shaft 11 that when clutch member 10 is in contact with collar 39 the holes in the driving shaft and clutch member 10 will accurately aline upon a proper rotation of member 10.

Applicants rotator was designed especially for use and is used on aeroplanes. Aeroplanes have, as is well known, especially the larger types, such as the Hamlley-lage. engines of very large horse power and consequently a man is unable to turn the crank shaft by an application of a hand crank directly thereto. also the engine is so located that to secure suificicnt and proper space. for operating a hand crank some relatively considerable distance must intervene between the hand crank and the end of the crank shaft. Also a gear reduction must be employed between the hand crank and the crank shaft, so as to enable one man to operate the hand crank.

Another fact, and a very important one. must also be taken into consideration and that is, that due to the distance the hand crank is applied from the end of the crank shaft and the necessity for making all parts as light in weight as possible, the outer end of the rotator must be to some extent supported. An aeroplane, however, is not a rigid structure, but in operation all parts are constantly and continually slightly changing their relative position to other parts. that is the whole structure is weaving as it is called. This fact renders it impossible to rigidly attach the outer end of the rotator to any adjacent rrt of the aeroplane, and also renders it necessary to so construct the rotator that the several cooperating mechanisms may slightly change tlicirurclative lllll fit between worm wheel 12 and propeller shaft 11 is such that the right angular relation between them may be varied some con siderable degree without in any wise affecting the efficiency of the driving connection between them. The fit between the propeller shaft 11 and clutch member 10 is also such that slight deviation from perfect alinement may take place without undue strain being placed upon the parts. The parts 12 and 13 are so closely associated that no appreciable disturbance of their normal relation will take place.

The extension 15 of worm drive shaft i l will have considerable strain placed upon it by the operation of hand crank K. To provide for this a sleeve 41 is placed about extension 15. This sleeve allows shaft 15 to slide therein longitudinally but prevents great lateral displacement because the sleeve is firmly held laterally by clamp 42, best shown in Fig. 3. The clamp 42 is rigidly held to rod. 43 by the nut 44 and the shoul der 4:5 and intervening parts.

The rod 43 is also firmly clamped by clamp 46, best shown in Fig. 4:, to a suitable support 17 adjacent thereto. The rod 43 is connected to a link 47 by a swivel con nection consisting of pin 48 and tongue 49. The tongue 49 forms a part of or is rigidly connected to link 47 and the link 47 is connected. by a pin 50 to a clamp member 51 which encircles a suitable adjacent support, as 16, the parts of the clamp being held together by the bolt and nut 52.

By the construction illustrated the extension 15 may slip back and forth in sleeve 1-1. and support 17 may have a motion about the axis of extension 15, while support 16 moves about the axis of pin 50 and about the axis of pin 48, while at the same time extension 15 is held relatively permanently from lateral movement.

It will be thus seen that applicants have provided an engine crank rotator and a support therefor especially adapted for use with an engine which is rather inaccessible and which may slightly change its relation to attached structures, and has provided a support for the rotator which although it may be attached to adjacent structures is so attached that slight movements of such structure may take place without undue lateral motion of the rotator hand crank extension taking place.

Although we have particularly described the construction of one physical embodiment of our invention, and explained the operation and principle thereof; nevertheless, we desire to have it understood that the form selected is merely illustrative, but does not exhaust the ments of the idea of means underlying our invention.

What we claim as new and desire to sepossible physical embodie cure by Letters Patent of the United States, is

1. In an aeroplane engine crank shaft rotator, in combination: an engine having an engine shaft; a propelling shaft; a clutch member at one end of the propelling shaft and having its longitudinal axis a continuation of the axis of the propelling shaft; a journal rigidly secured to the engine sup porting and alining the clutch member; a connecting means between the clutch member and the propelling shaft allowing slight deviation from perfe t alinement of the axis of the propelling shaft and the axis of the clutch member; means for engaging the clutch with the engine shaft; an exten sion on the journal; a worm wheel journal formed in. the extension; a worm wheel positioned in the worm wheel journal; said worm wheel formed with external peripheral faces bearing against the journal and. formed with internal splines and grooves and having the propelling shaft passing therethrough; splinesand grooves formed in the propelling shaft and engaging the grooved splines of the worm wheel, the parts being so dimensioned that the longitudinal axis of the propelling shaft may deviate from precise right angular position with. respect to the side face of the worm wheel and the splines on the propelling shaft being of such length that the pro pelling shaft may gitudinal movement independent of the worm wheel; means to limit the longitudinal movement of the propeller shaft in one direction; a shoulder on the shaft; a spring between the shoulder and the worm wheel, said spring acting to hold the propelling shaft to the limit of its longitudinal motion in one direction; a worm meshing with the worm wheel; a shaft suppbrting the worm wheel and journaled in the said journal extension and having a relatively long prolongation beyond the said journal extension; means attached to an ultimate support including a link movable in two planes at an angle to. each other to support said prolongation and means for turning said worm shaft.

2. In an aeroplane crank shaft rotator, in combination: an engine having a crank shaft; a propelling shaft; a worm wheel for rotating the propelling shaft; a worm for turning the worm wheel; a shaft supporting the worm and serving to rotate it; a tube forming a prolongation of the worm shaft for connection to a crank for rotating the tube; means for holding and supporting the tube in position including a link, movable in two planes at an angle to each other, be tween the tube and the point of attachment to the means serving as an ultimate support and a crank for rotating the tube.

3. In an engine crank rotator, in combi have a considerable lon- V periphery nation: a two part clutch; an engine having a crank shaft connected to one of the parts of the two part clutch; an elongated cylindrical propeller shaft connected to the other part of the two part clutch and having two transverse holes therethrough spaced longitudinally and which are spaced along the of the propeller shaft substantially ninety degrees, this other part of the two part clutch having a circular. bore formed therein into which the propeller shaft enters and in which the propeller shaft may freely turn before being secured, the said other part of the two part clutch being formed with two transverse holes spaced longitudinally of the clutch, the axes of which projected in the same plane are angularly displaced substantially ninety degrees; a pin for insertion in either one of the transverse holes and in the said other part of the clutch and in the corresponding one of the transverse holes formed in the propeller shaft; a member fastened rigidly to the propeller shaft and abutting against the end of the clutch and so positioned that upon relatively rotating propeller shaft and clutch the holes formed in the propeller shaft and clutch will come into exact alinement and means for rotating the propeller shaft. 7

4. In an aeroplane engine crank shaft rotator, in combination: an engine having a shaft; a worm wheel formed with a bore having an internal groove; a propeller shaft positioned in the bore and formed with a spline positioned in the groove of the bore of the worm wheel, said wheel and shaft relatively movable longitudinally of the shaft; means for rotating the worm wheel and means connecting the propeller shaft with the engine shaft.

5. In an aeroplane engine crank shaft rotator, in combination: a engine having ashaft; a worm wheel formed with a bore having an internal groove; a propeller shaft positioned in the bore and formed with a spline positioned in the groove of the bore of the worm wheel, said wheel and shaft relatively movable longitudinally of the shaft and so dimensioned that the shaft is movable slightly to different angular positions with relation to the side face of the worm wheel; means for rotating the worm wheel and means connecting the propeller shaft with the engine shaft.

6. In an aeroplane engine crank shaft rotator, in combination. an engine having a shaft; a worm wheel formed with a bore having an internal groove: a propeller shaft positioned in the bore and formed with a spline positioned in the groove of the bore of the worm wheel; said wheel and shaft relatively movable longitudinally of the shaft; means for moving the wheel and shaft longitudinally of the shaft; means for rotating the worm wheel and means connecting the propeller shaft with the engine shaft- 7. In anaeroplane engine crank shaft rotator, in combination: an engine having a shaft; a worm wheel formed with a bore having an internal groove; a propeller shaft positioned in the bore and formed with a spline positioned in. the groove of the bore of the worm wheel, said wheel and shaft relatively movable longitudinally of the shaft; means for determining the extent of longitudinal movement; means for rotating the worm wheel and means connecting the propeller shaft with the engine shaft.

BERT L. MADDEN. LEIGH R. EVANS. 

